Remote winch operated trolley hoist



A g- 2 1967 A. MALAKHOFF REMOTE WINCH OPERATED TROLLEY HOIST Filed Nov. 25, 1965 5 Sheets-Sheet l F/G. I

FIG. 2

INVENTOR. 4ZfX/4/VOLA MAZ/IK /OFF Aug. 22, 1967 A. MALAKHOFF Y 3,336,878

REMOTE WINCH OPERATED TROLLEY HOIST Filfid NOV. 23, 1965 TER;

RADIO RECEIVER a m H f Q J] 55 s 32 3 i F IG. 5

,3 5'4 INVENTOR. a ALEXA/ma? MAMA flan 2E 33 BY 5 Sheets-Sheet 2 TTOIP/VEYS g- 22, 1967 A. MALAKHOFF 3336;878

REMOTE WINCH OPERATED TROLLEY HOIST Filed Nov. 23, 1965 3 Sheets-Sheet 3 RADIO RECEIVER l/ 32 8 FIG. 6

RADIO RECEIVER i A l/ J o *7 w 2 l fir- 40 FIG. 7

I N V E N TOR ALEXA/V05? MAL AK/ OFF United States Patent 3,336,878 REMOTE WINCH OPERATED TROLLEY HOIST Alexander Malakholf, San Francisco, Calif., assignor to the United States of America as represented by the Secretary of the Navy Filed Nov. 23, 1965, Ser. No. 51%,151 7 Claims. (Cl. 104114) The present invention relates to apparatus for trans ferring objects from one station to another and, in particular, to trollies used with such apparatus for carrying the objects during the transfer.

One such type of apparatus is known as a tensioned high line system in that it employs a tensioned line which provides the sole support for the trolley during the transfer, the trolley being moved to and fro by winch-driven outhaul and inhaul lines secured to the trolley. High line systems of this type are commonly used in transfers at sea between underway supply and combat ships.

More recently, it has been proposed to use similar systems for transporting supplies and equipment from an off-shore supply ship or platform directly to a beach on which, for example, an amphibious operation may be in progress. This operation, however, differs somewhat from the ship to .ship transfer since, in the latter, the object can be received by a ship at an elevated position and transferred while elevated to special shipborne apparatus which then lowers the object to the deck. In contrast, the beach operation requires that load be supported by the trolley until it is physically placed on the beach, the reason being that the only transfer equipment on the beach is a special high line tensioning machine or vehicle which mounts the winches used to tension the high line and move the trolley.

Several proposals have been advanced for permitting the transported loads to be so lowered. For example, two such proposals are known as the load line rig and the haul down rig and, although these proposals are operable they either require the use of additional winch drums or present other complications such as additional lines for the rigging and additional strengthening of the high line machine. Another proposal has been to provide the trolley itself with a remote controlled, gasoline engine-powered hoist. Such a hoist, however, has been found to be excessively heavy weighing at least a thousand pounds and further it involved problems of high cost, the need for refueling and the problem of too many moving parts with a susceptibility to damage.

It is therefore an object of the present invention to provide a remotely operated, relatively light weight, low cost easily controlled and safe trolley hoist for raising or lowering loads that are being transported by the trolley from one station to another.

A further object is to provide similar apparatus in which the motive power for operating the hoist is derived directly from the hull line winches so as to avoid the need for special engines or motors carried by the trolley itself.

Other objects and their attendant advantages will be ,come apparent in the ensuing detailed description.

Generally considered, the objects of the invention are achieved by mounting a pair of brakes on the trolley one of the brakes most suitably, being in the form of a pair of closeable shoes which engage the high line. As will be appreciated the high line is a stationary line so that the movement of the trolley then is arrested. The other brake releasably engages the haul line. Consequently, when the haul line is engaged and the high line released, the trolley can move with the haul line. Also, when the reverse of this situation applies, the haul line can move relatively to the trolley. The trolley further mounts a rotatable means, such as a sheave, this sheave being disposed directly in the path of the relatively moving haul line and in frictional engagement with the line so that the relative movement of the line causes the sheave to rotate. The trolley also carries a drum on which is wound a hoist line for carrying the load, and driving means interconnect frictionally rotated sheave with the drum so as to cause the drum to rotate and the hoist line to be paid in or out.

Most suitably, the brakes are hydraulically actuated and means are mounted in the trolley for generating the hydraulic power. Here again, the relative movement of the hull line is utilized to generate the power, the arrangement being one in which another frictionally driven rotatable member, such as a sheave, has its rotatable movement coupled to a small pump which in turn may charge a suitable accumulator which supplies the hydraulic pressure for actuating the brakes. The brakes are controlled preferably by solenoid means controlling a valve in the hydraulic circuit, the trolley carrying a battery or other source of electrical energy for energizing the solenoids. The circuitry coupling the battery to the solenoids includes a switch closeably preferably by a transmitted coded radio signal. Other significant features will become apparent in the description which is to follow.

A preferred embodiment of the present invention is illustrated in the accompanying drawings of which:

FIGS. 1 and 2. are schematics illustrating a particular transfer system for which the present trolley is adapted and further showing the relative position of significant parts of the trolley during both the hoisting phase and the trolley moving phase;

FIG. 3 is a perspective of the trolley itself, certain portions of the trolley frame being broken away to show the disposition of underlying parts;

FIG. 4 is a hydraulic schematic illustrating the manner in which the hydraulic power is derived and applied for actuating the brake mechanism; and

FIGS. 5, 6 and 7 are schematic and progressive illustrations of a remote control for brakes.

Referring to the drawings, FIGS. 1 and 2 are included to illustrate one manner in which the present trolley, generally indicated by the numeral 1, may be used, although it will be understood that the invention is not limited to this particular use. Referring to FIG. 1, trolley 1 is shown in a stationary position near a sea terminal or station 2 and, in a manner which will be explained subsequently, the trolley is illustrated as hoisting or lifting a load 3 to an elevated position at which the load then will be carried to a shore terminal or station 4. The sea terminal 2 may be in a supply ship, such as an LST, while the shore terminal 4 may be a special high line machine located on a landing beach, the machine itself not being illustrated although it is represented by three winches 6, 7 and 8 and a special mechanism known as a ram tensioner 9 which forms no part of the present invention. The trolley rides a'high line 11 which is secured at station 2 in an appropriate manner and also wound on winch 6 which will be described hereafter as the high line winch. Ram tensioner 9 is used to control the tension of the high line so as to take up slack for pay out line to avoid excess tension which might break the line. The trolley is moved from one station to another by a haul line which, although it is a single line can be considered as having an inhaul section 12 extending from inhaul winch 7 to sea terminal or station 2 then back to the trolley. Also, the haul line has an outhaul section 13 extending from outhaul winch 8 to the trolley.

Considering the trolley itself and in particular the elements illustrated in FIG. 1, it will be seen that the trolley is provided with a pair of roller members 14 and 16 which ride the high line and support the load. .Also, the trolley carries another pair of sheaves 17 and 18 around which haul line 10 is wound, the winding having a reverse bight around each of the sheaves so as to engage the sheaves throughout approximately of their periphery.

The purpose for this special reverse winding of the hull line is to dispose the line in frictional engagement with the sheaves and, as has been indicated, this frictional engagement is a significant part of the present mechanism.

FIG. 1 also illustrates a pair of switches 21 and 22., switch 21 being known as a remote control switch and switch 22 as a zero velocity switch. Again the function of these switches will be described later.

In FIG. 1, the trolley is stationary and is hoisting load 3 by means of a hoist line 23 up to a drum or reel 24- which is physically carried by the trolley. In PEG. 2, the load has been elevated to the reel and the trolley is illustrated as traveling to shore station 4.

The details of construction of trolley 1 are better seen in FIG. 3 where it may be noted that the functional elements of the trolley are mounted in a frame member having side walls 26 and 27 in which the shafts of the sheaves and rollers are journaled, these side walls further providing supporting surfaces for other mechanisms which will be described. The frame further includes end walls 28 and 29 and a bottom wall 31. Reel or drum 24 is carried by the frame in any suitable manner. It also can be noted at this point that all of the electrical and hydraulic components to be described subsequently are mounted in water-tight compartments.

The principal features of the present invention reside in the manner in which hoist drum 24 is driven to initially lift a load at the sea terminal and then to lower the load at the shore terminal. Generally considered, the drive for the hoist drum is imparted by the rotation of sheave 17 which, in turn, is frictionally driven by haul line 10. To permit this frictional drive, the trolley frame mounts a pair of brakes 31 and 32, brake 31 being known as a high line brake and brake 32 as a haul line brake. Both of these brakes, which are electrically controlled and hydraulically operated, are provided with brake shoes 33 and 34 which clamp about their respective lines and, as will be appreciated, when high line brake 31 is closed, the trolley is locked in an arrested position. When high line brake 31 is released and haul line brake 32 is closed, the trolley will move with the haul line which, of course, is driven by inhaul and outhaul winches 7 and 8. When the trolley is arrested by the clamping action of high line brake 31 and haul line brake 32 is released, the winchimparted movement of the haul line frictionally rotates sheave 17 to drive drum 24. Thus, sheave 17 mounts a bevel gear 36 which engages another bevel gear 37 mounted on the end of a drive shaft which, at its other end, carries a worm gear 38 that drives another gear 39 which in turn rotates the shaft or hub of drum 24.

As perhaps best seen in FIG. 4, brake shoes 33 and 34 are formed as self-actuating wedges which grip the wire in either direction of cable or trolley motion and, preferably, the brake shoe material is softer than the wire so that it will wear off prior to the wire. Further the shoes have an area contact with the wire and brake pressure purposely is kept low to prevent crushing of the wire. Since the shoes are designed to wear easily and protect the wire, the shoe mounting should be one which will permit rapid replacement. Most suitably, the brake shoes are spring-loaded as shown in FIG. 4 and they retract when the brakes open.

As already indicated, the brakes are hydraulically driven and the manner in which the hydraulic power is derived is another significant feature of the invention since, as will become apparent, it completely avoids the need for any special gasoline engine or other large and expensive unit which requires refueling and which increases the complexity of the equipment.

Thus, referring in particular to FIG. 4, it will be noted that trolley 1 is schematically shown in its lower right hand while the brakes and their associated hydraulic circuitry are enlarged and form the remainder of the figure. The brakes are disposed to grip the haul line and free the high line so that the trolley can travel with the haul line.

When solenoid 40 is energized to reverse a valve 44, the brakes releasethe haul line and gri the stationary high line so as to permit the previously-described drive of hoist reel 24 which is imparted by the frictional drive of sheave 17. However, it also will be noted that haul line 10 frictionally drives sheave 18 and their drive, in turn, is used to generate hydraulic power. Thus, sheave 18 is coupled by an endless chain 41 to a small positive displacement pump 42 that charges an accumulator 43 which supplies the hydraulic pressure that is fed through a hydraulic circuit that includes valve 44 to high line brake cylinders 46 and 47, as well as haul line brake cylinders 48 and 49. Except for the particular manner in which the hydraulic power is derived from the frictional drive sheave 18 the hydraulic circuitry is quite conventional and should require no detailed description. As may be noted, it includes appropriate check valves, filters and a tank f reservoir 51.

I Some arrangement, of course, must be provided to energize solenoid 46 to control the positions of the brakes and the arrangement should be one permitting remote control of the brakes. The preferred remote control is provided by a radio signal and, to eliminate danger of radio interference, the signal most suitable is a coded one. However, it also is possible simply to utilize an electric wire d1rectly connecting the operator to the trolley which is suspended from the high line. The electrical circuitry permitting the remote control the remote radio control best can be described with reference to the manner in which the trolley is operated and also with reference to FIGS. 5, 6, 7 and 8 which, as indicated, is a series of circuits showing the elements in the different positions they will assume at different phases of the operation. Thus, as shown, in these figures, the circuit includes a switch or relay 55 controlled by a radio receiver 56 which, in turn, receives a transmitted coded signal from the winch operator to open or close the switch. The circuit is powered by a battery 57 and it further includes two other switches, one of these being what is known as a zero velocity switch 58 and the other a limit switch 59. Switch 58, which preferably is an inertia-type mercury switch or the like carried by one of the high line rollers, such as roller 14 (see FIG. 4), is provided to maintain the circuit in an open position until the trolley has :been stopped. In other words, this switch is of such type that it cannot be opened as long as the trolley is moving and, as will be recognized, a number of appropriate switches are available on the commercial market. Limit switch 59 as shown in FIG. 3, is physically carried by hoist drum 24 in position to be struck by the hook of the hoist when the hoist has raised a load or ob ect to its upper limit. The purpose of utilizing such a linut switch is to avoid damage to the hoist. A third normally closed switch 61 is included in the circuit and the arrangement is such that this switch is opened by a solehold 62 which in turn is energized by the amplified radio signal. The circuit further shows solenoid 40 which controls valve 44 of the hydraulic circuit.

FIG. 5 illustrates a situation in which the trolley has been stopped and, since limit switch 59 is open, the hoist 18 operating. A coded radio signal has been received by receiver 56 to close relay 55 and energize solenoid 40 to produce a condition in which the high line brakes engage the high line while the hauling line brakes are released.

In FIG. 6, the load has been raised to its elevated position in which it is prepared to be moved out along the h1gh line and, in the final moment of the hoist, limit switch 59 has been closed. Solenoid 62 then is energized to open switch 61 and deenergize solenoid 40 to reverse the positron of brakes thereby permitting the travel. When it is desired to again move the trolley the conditions of FIG. 7 apply. Another coded signal has opened switch 55 to assure that solenoid 40 remains deenergized. Solenoid 62 also has been deenergized permitting switch 61 to close and as movement commences, zero velocity switch 58 opens. The brakes remain in a condition in which the high line is released and the haul line gripped. When the trolley next is stopped, zero velocity switch again closes and another coded radio signal closes switch 55 to energize solenoid 40 and again reverse the brake positions to permit hoist operation.

From the foregoing it will be apparent that one of the advantages of the present arrangement is that all controls are in the hands of the operator to the extent that the operator not only controls the inhaul winches but also the transmission of the coded radio signals which open or close switch 55. A further advantage is that, although the operator may close switch 55, hoist movement cannot commence until zero velocity switch 58 is closed and switch 58 does not close until the trolley is completely stopped. Any opening of switch 58 deenergizes solenoid 40 so as to release the high line and permit the travel.

The other advantages of the present trolley hoist have been generally considered. For example, by utilizing the movement of the hauling line to drive the hoist, the need for heavy prime movers, such as gasoline engines, is avoided. This factor substantially reduces the weight and cost of the overall equipment and also avoids the need for refueling or extensive maintenance. The battery employed in the present circuitry should last a long period of time since the power is used for only about of the duration of all operations. Also the simplicity of the hydraulic and electrical systems insures rapid maintenance and adjust-ment whenever required.

Obviously many modifications and variations of the present invention are possible in the light of the above teachings. It is therefore to be understood that within the scope of the appended claims the invention may be prac ticed otherwise than as specifically described.

What is claimed is:

1. A trolley for use with a load transfer system employing a tensioned high line ridably supporting the trolley and a haul line driven by outhaul and inhaul winches for moving said trolley back and forth between a pair of stations, said trolley comprising;

a vertical frame,

a drum carried by the frame,

a hoist line wound on said drum,

a pair of rollers carried by the frame and disposed for engaging said high line for ridably supporting the trolley,

a haul line sheave carried by the frame in frictional engagement with said haul line, the frictional engagement being such that movement of the haul line relative to the trolley causes said sheave to rotate,

driving means coupling said haul line sheave and said drum for imparting said sheave rotation to said drum whereupon said hoist line is reeled out and in,

high line brake means carried by the frame and disposed for engaging the high line for arresting trolley movement,

haul line brake means carried by the frame and disposed for engaging the haul line for moving the trolley with the haul line, and

brake-operating means for remotely and controllably opening and closing both of the brake means,

the operation of said operating means causing said high line brake to close for arresting trolley movement and said haul line brake to open; whereupon said outhaul and inhaul winches can be driven for moving the haul line relative to the arrested trolley for frictionally rotating said sheave and drum for reeling said hoist line.

2. The trolley of claim 1 wherein said brake-operating means includes;

fluid drive means carried by said frame for operating said high line and said haul line brake means, and

solenoid means controlling said fluid drive means,

said trolley further including;

a second haul line sheave also disposed in frictional engagement with said haul line for frictionally rotating the second sheave when the haul line moves relatively to the trolley,

a power generator for said fluid drive, and

means coupling said second sheave to said power generator for driving said generator.

3. The trolley of claim 1 wherein said drive means coupling said haul line sheave and said drum is a gear train.

4. The trolley of claim 1 wherein said brake-operating means includes;

hydraulic drive means carried by said frame for operating said high line and haul line brake means,

solenoid means controlling said hydraulic drive means,

said trolley further including;

a second haul line sheave also disposed in frictional engagement with said haul line for frictionally rotating the second sheave when the haul line moves relatively to the trolley,

means coupling said second sheave to said pump for rotatably driving the pump,

a hydraulic circuit coupling said pump and said hydraulic drive means,

said circuit including an accumulator charged by said pump.

5. The trolley of claim 4 wherein said brake-operating means further includes;

a source of electrical power carried by said frame an electrical circuit coupling said source and said solenoid means,

said circuit including;

normally open switch means closable only when said trolley is arrested.

6. The trolley of claim 4 wherein said brake-operating means further includes;

a source of electrical power carried by said frame,

an electrical circuit coupling said source and said solenoid means,

said circuit including;

normally open switch means,

remotely-controlled means for closing said switch means, and

a limit switch disposed in the path of travel of said hoist line, said limit switch being actuated by said hoist line for stopping said drum rotation when said line is in its reeled-in disposition.

'7. The trolley of claim 6 wherein said remotely-controlled means is a coded signal radio transmitter, and said circuit further includes means for receiving said coded signal, said receiver controlling said normally open switch means.

No references cited.

ARTHUR L. LA POINT, Primary Examiner. D. F. WORTH, Assistant Examiner. 

1. A TROLLEY FOR USE WITH A LOAD TRANSFER SYSTEM EMPLOYING A TENSIONED HIGH LINE RIDABLY SUPPORTING THE TROLLEY AND A HAUL LINE DRIVEN BY OUTHAUL AND INHAUL WINCHES FOR MOVING SAID TROLLEY BACK AND FORTH BETWEEN A PAIR OF STATIONS, SAID TROLLEY COMPRISING; A VERTICAL FRAME, A DRUM CARRIED BY THE FRAME, A HOIST LINE WOUND ON SAID DRUM, A PAIR OF ROLLERS CARRIED BY THE FRAME AND DISPOSED FOR ENGAGING SAID HIGH LINE FOR RIDABLY SUPPORTING THE TROLLEY, A HAUL LINE SHEAVE CARRIED BY THE FRAME IN FRICTIONAL ENGAGEMENT WITH SAID HAUL LINE, THE FRICTIONAL ENGAGEMENT BEING SUCH THAT MOVEMENT OF THE HAUL LINE RELATIVE TO THE TROLLEY CAUSES SAID SHEAVE TO ROTATE, DRIVING MEANS COUPLING SAID HAUL LINE SHEAVE AND SAID DRUM FOR IMPARTING SAID SHEAVE ROTATION TO SAID DRUM WHEREUPON SAID HOIST LINE IS REELED OUT AND IN, HIGH LINE BRAKE MEANS CARRIED BY THE FRAME AND DISPOSED FOR ENGAGING THE HIGH LINE FOR ARRESTING TROLLEY MOVEMENT, HAUL LINE BRAKE MEANS CARRIED BY THE FRAME AND DISPOSED FOR ENGAGING THE HAUL LINE FOR MOVING THE TROLLEY WITH THE HAUL LINE, AND BRAKE-OPERATING MEANS FOR REMOTELY AND CONTROLLABLY OPENING AND CLOSING BOTH OF THE BRAKE MEANS, THE OPERATION OF SAID OPERATING MEANS CAUSING SAID HIGH LINE BRAKE TO CLOSE FOR ARRESTING TROLLEY MOVEMENT AND SAID HAUL LINE BRAKE TO OPEN; WHEREUPON SAID OUTHAUL AND INHAUL WINCHES CAN BE DRIVEN FOR MOVING THE HAUL LINE RELATIVE TO THE ARRESTED TROLLEY FOR FRICTIONALLY ROTATING SAID SHEAVE AND DRUM FOR REELING SAID HOIST LINE. 